Ideally, and there is no pressure here, but.... the 2012/2013 models are the ones to go for: - 690 cc vs 650 cc - a few more KW and NM - significantly improved headlight - shorter suspension travel - new spring rates that are softer and more street compliant - improved seat

Take a 2013 demo for a spin

I did

The reason I decided to sell the 990. I spent 1 1/2 hours on the bike. Raceworx actually phoned to see where I was. But I wanted to find a decent piece of dirt and sand to test it out. Had great fun on the bike.

I also took a 2010 model at rad for a test ride too. 2013 was more comfortable but i did not take the 2010 for an extended ride though. But I did prefer the 2013. Still 30k diff is quite a bit and that's ur Dakar kit right there.

So now exploring the various options ( and that includes taking a dr 650 for a test ride). Luckily I'm in no rush.

From watching the market, I'd say that a full Rally Raid conversion sells for about R10k more than a standard model. Sad, as it could cost about up to R155k to build (according to unconfirmed reports ). But that would include some rally specific kit.

Recently bought a 2011 model with an Alfie Cox rally kit installed, did a Karoo trip from PE, loved every minute of it. Good wind protection, decent millage on long range tank, long distance seat installed, xennon headlights and leo vince pipe for some extra grunt. Absolutely fantastic bike, I would recommend it to anybody looking for serious fun while adventuring. Already great bike turned into something legendary, should I be so bold. Adventure kit worth every penny and all for around the similar price of a standard 2013, best decision I could have made.

Ideally, and there is no pressure here, but.... the 2012/2013 models are the ones to go for: - 690 cc vs 650 cc - a few more KW and NM - significantly improved headlight - shorter suspension travel - new spring rates that are softer and more street compliant - improved seat

Take a 2013 demo for a spin

I did

The reason I decided to sell the 990. I spent 1 1/2 hours on the bike. Raceworx actually phoned to see where I was. But I wanted to find a decent piece of dirt and sand to test it out. Had great fun on the bike.

I also took a 2010 model at rad for a test ride too. 2013 was more comfortable but i did not take the 2010 for an extended ride though. But I did prefer the 2013. Still 30k diff is quite a bit and that's ur Dakar kit right there.

So now exploring the various options ( and that includes taking a dr 650 for a test ride). Luckily I'm in no rush.

For what its worth, some of the price estimates on this thread are a bit off... I'm at the moment in the process of replacing my 990 I just sold with a 690 Rally conversion: from RAD a 2014 690 at R105k plus R58k for the Omega tank, fairing and sticker kit equals R163,000.00 which I think is the same as a new 1190!!

And, that does not include essentials like ICO, roadbook holder, steering damper, after-market pipe, etc, etc!

Sorry just two more questions if I may please: was the bike 2nd hand or new, and if 2nd hand were the alu bash plate and after-market pipe already on the bike or did you buy them included in the R126k you paid?

Ideally, and there is no pressure here, but.... the 2012/2013 models are the ones to go for: - 690 cc vs 650 cc - a few more KW and NM - significantly improved headlight - shorter suspension travel - new spring rates that are softer and more street compliant - improved seat

Take a 2013 demo for a spin

This for me is a bad thing - You buy a 690 to do (serious) off-road stuff - if I wanted a short stroke soft spring bike I would have bought a GS 800 or a 1190

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KTM 350 XCF-WKTM 1050 AdvSilent Submerge N-19 Saltwater "Those who say it can't be done, should get out of the way of those who is already doing it..." Sheck Exley

For me the appeal of the 690 is the light weight and simplicity. Putting a big heavy glass fibre hunk onto the front changes the handling and rattles and creaks . I've taken the Oryx on a couple of rough off road rides and always happy to be back on my stock bike. A bit of wind upfront and carrying a fuel bladder is no big deal. One of my reasons for buying the 690 was that falling off the 990 would mean a hefty repair bill for all the plastic painted bits resulting in me always holding back and riding defensively , so why put a load of breakable plastic bits on the 690 .

For me the appeal of the 690 is the light weight and simplicity. Putting a big heavy glass fibre hunk onto the front changes the handling and rattles and creaks . I've taken the Oryx on a couple of rough off road rides and always happy to be back on my stock bike. A bit of wind upfront and carrying a fuel bladder is no big deal. One of my reasons for buying the 690 was that falling off the 990 would mean a hefty repair bill for all the plastic painted bits resulting in me always holding back and riding defensively , so why put a load of breakable plastic bits on the 690 .

I second this - looking at getting a 2014 690 - all I am planning on doing is: steering damper, rally footpegs, skidplate and some other protective bits

Logged

KTM 350 XCF-WKTM 1050 AdvSilent Submerge N-19 Saltwater "Those who say it can't be done, should get out of the way of those who is already doing it..." Sheck Exley

Ideally, and there is no pressure here, but.... the 2012/2013 models are the ones to go for: - 690 cc vs 650 cc - a few more KW and NM - significantly improved headlight - shorter suspension travel - new spring rates that are softer and more street compliant - improved seat

Take a 2013 demo for a spin

This for me is a bad thing - You buy a 690 to do (serious) off-road stuff - if I wanted a short stroke soft spring bike I would have bought a GS 800 or a 1190

There is a nice 610 with proper suspension, travel and ground clearance for sale on this forum for 1/2 the price of the equivalent 690. Having owned both I would not even consider the 690 over the 610 and that's before we even talk about the gearbox ratios which are crap on the 690.

Rough Rider don't you think the 690 is a lot better on the road , and unfortunately to get to the cool places often means a long crappy tar bit. The 2012 and on with the 690cc has that little more power and the ratios are better handled.

Ideally, and there is no pressure here, but.... the 2012/2013 models are the ones to go for: - 690 cc vs 650 cc - a few more KW and NM - significantly improved headlight - shorter suspension travel - new spring rates that are softer and more street compliant - improved seat

Take a 2013 demo for a spin

This for me is a bad thing - You buy a 690 to do (serious) off-road stuff - if I wanted a short stroke soft spring bike I would have bought a GS 800 or a 1190

There is a nice 610 with proper suspension, travel and ground clearance for sale on this forum for 1/2 the price of the equivalent 690. Having owned both I would not even consider the 690 over the 610 and that's before we even talk about the gearbox ratios which are crap on the 690.

I had a 690 - looking to buy a new one - loved my previous one, granted not the most comfortable bike on the road, but as soon as you hit the dirt : O my... what a bike

Logged

KTM 350 XCF-WKTM 1050 AdvSilent Submerge N-19 Saltwater "Those who say it can't be done, should get out of the way of those who is already doing it..." Sheck Exley

Rough Rider don't you think the 690 is a lot better on the road , and unfortunately to get to the cool places often means a long crappy tar bit. The 2012 and on with the 690cc has that little more power and the ratios are better handled.

Mine was the first generation 690; I have not ridden one of the new ones, so I can't really say how they go.

My 690 had very jerky throttle response and the engine was very peaky for a big bore thumper. It was more powerful at the top end than the 610 but had a hard time, believe it or not, keeping up with a BMW 650GS on the open road for any length of time.